Transport for sustainable
communities: a guide for
developers
March 2013
www.tfgm.com
2 TRANSPORT FOR GREATER MANCHESTER
Contents
Transport for sustainable communities: a guide for developers
1Introduction
3
Overview
2 Transport for Greater Manchester and development management
5
3 Transport principles for sustainable development
9
Technical guidance
4 Transport assessment
12
5 Planning obligations
17
6 Design for sustainable access 19
7 Planning for active travel
22
8 Planning for public transport 24
9 Managing the impact of car travel and freight
29
Appendix 1: Checklist of travel plan measures
32
Appendix 2: Contacts for planning applications
39
Figure 1: GM Transport Fund Schemes 40
Figure 2: Bus network priorities 42
Figure 3: Highways Agency Strategic Route Network 44
Figure 4: GM Key Route Network
46
TRANSPORT FOR SUSTAINABLE COMMUNITIES: A GUIDE FOR DEVELOPERS 3
Transport for sustainable communities:
a guide for developers
1
Introduction
Many developments will have an impact on the transport network, either by generating
more car traffic, increasing the number of people using public transport or altering the
highway infrastructure in some way. They may also impact on peoples’ lives in terms of
whether or not they can access key facilities.
This document is offered, by Transport for Greater Manchester, as a source of non-statutory
guidance on sustainable transport, and is intended to supplement the statutory policies set
out in the National Planning Policy Framework, Core Strategies/Local Plans and guidance
documents produced by local planning authorities.
National Planning Policy
The National Planning Policy Framework (NPPF), 2012, makes it clear that the purpose
of planning is to help achieve sustainable development. Broadly this means allowing for
growth in a way that does not compromise the ability of future generations to meet their
own needs. There are three aspects of sustainable development: economic, social and
environmental, and transport has a central role in all three.
The economic benefits of transport are clear: sustained economic growth depends, in part,
on people having easy access to work, education, healthcare, shopping and leisure and on
businesses being able to access markets and distribute goods. However, these benefits can
be undermined by congestion and poor accessibility. The social and environmental impacts
of transport are more complex. Transport can have an impact on the health and wellbeing
of the population, in terms of air quality, safety, levels of participation in work and training,
physical activity and social interaction. These issues are even more pronounced for disabled
people. Lack of transport, inability to use the transport available or to afford it, can therefore
be a significant factor contributing to social exclusion. From the environmental perspective,
the growing contribution of transport to greenhouse gas emissions means that the way we
travel affects our efforts to tackle climate change, and in urban areas like Greater Manchester
transport emissions are also a major source of air pollution.
4 TRANSPORT FOR GREATER MANCHESTER
Many of these impacts are a consequence of our over-reliance on the car and the locational
decisions that have made it a more convenient choice for many journeys. The annual cost of
local transport to the national economy has been estimated1 as £11 billion in excess delays in
urban areas, £4 billion in carbon emissions, £9 billion in road traffic accidents and up to £25
billion on the costs to the health of communities, arising from physical inactivity, air quality
and noise.
Given the scale of these impacts, it is not surprising that one of the core principles of NPPF is
that planning should actively manage patterns of growth to make the fullest possible use of
active travel (walking and cycling) and public transport, and focus significant development
in locations which are, or can be made, sustainable.
Interpretation of the broad NPPF policies at the local level will be through the planning
policies of individual local authorities. The Greater Manchester local authorities are
committed to achieving greater integration between land use and transport and relevant
policies are included in their Core Strategies/Local Plans, as well as in the Greater
Manchester Local Transport Plan.
However Local Plans will need to be supported by detailed technical guidance in some policy
areas to give clarity to developers and local communities. This document aims to meet that
need in terms of sustainable transport, by bringing together standards and best practice.
The document is in two parts: a brief overview explaining the role of TfGM and setting out
the transport principles for sustainable development; and a longer technical guidance which
provides more detail on providing sustainable transport for new development. This covers
Transport Assessments (and the accessibility assessments and travel plans that support
them), planning obligations and some general design principles as well as the more detailed
aspects of planning for active travel, public transport and managing the impact of car travel
and freight traffic.
1 White paper ‘Creating Growth, Cutting Carbon: Making Sustainable Local Transport Happen’, 2011
TRANSPORT FOR SUSTAINABLE COMMUNITIES: A GUIDE FOR DEVELOPERS 5
Overview
2 Transport for Greater Manchester and
development management
The role of Transport for Greater Manchester
Transport for Greater Manchester (TfGM) is the body responsible for certain transport and
travel matters across Greater Manchester, covering the planning authorities of Bolton, Bury,
Manchester, Oldham, Rochdale, Salford, Stockport, Tameside, Trafford and Wigan.
The responsibilities of TfGM include: preparing the Local Transport Plan for Greater
Manchester; investing in new transport infrastructure; owning Metrolink and making sure
that it is run safely and efficiently; owning the bus stations, shelters and stops; paying
for some socially necessary bus services which are not provided by the commercial bus
operators; subsidising concessionary fares and free travel; working with the rail industry to
ensure that rail services meet local needs; co-ordinating network management strategies,
investment and roadworks on the Key Route Network2; managing traffic signals and coordinating strategies for walking, cycling and road safety across the conurbation.
As a body responsible to the Greater Manchester Combined Authority, TfGM works closely
with the ten planning authorities on the development of their forward plans and to ensure
that these are supported by, and compatible with, the Local Transport Plan. The objectives
of the LTP are:
• to ensure that the transport network supports the Greater Manchester economy to
improve the life chances of residents and the success of business;
• to ensure that carbon emissions from transport are reduced in line with UK
Government targets in order to minimise the impact of climate change;
• to ensure that the transport system facilitates active, healthy lifestyles and a
reduction in the number of casualties; and that other adverse health impacts are
minimised;
• to ensure that the design and maintenance of the transport network and provision
of services supports sustainable neighbourhoods and public spaces and provides
equality of transport opportunities; and
• to maximise value for money in the provision and maintenance of transport
infrastructure and services.
2 Described in section 9
6 TRANSPORT FOR GREATER MANCHESTER
The LTP describes the transport improvements to be delivered by 2014/15 as well as those
planned for the longer term. An understanding of future transport plans can help developers
to identify the most appropriate uses (or the balance between them) for a site. A copy of the
current LTP can be viewed at: http://www.tfgm.com/ltp3/
TfGM does not have any planning powers, and is not a statutory consultee in the
planning process. However we offer advice to the ten planning authorities, advising them
on the best way to improve land use/transport integration though forward plans and
development proposals.
We do not object to development proposals unless they directly affect our operations, but
instead work with planning authorities to achieve agreed objectives. The advice we provide
is in accordance with Greater Manchester transport policy, as set out in the ten UDPs/Core
Strategies and the Greater Manchester Local Transport Plan.
What is Transport for Greater Manchester interested in?
TfGM will only offer specific advice to local planning authorities on developments that are
of strategic importance or which affect its operational role (see below). This document is
intended to explain the thinking behind that advice and also to act as a more general source
of guidance for other developments, where TfGM may not provide specific advice.
Strategic developments
TfGM is likely to offer advice to planning authorities on developments which generate a
large number of trips, or have some other significant impact on the GM transport network
and are therefore deemed to be of strategic significance.
Developments which generate a large number of trips may have significant transport
implications, particularly if they do not have good public transport access. In these cases,
TfGM will offer advice on maximising travel by sustainable modes, i.e. active travel and
public transport, or on managing the Key Route Network (see section 9) to maintain the
reliability of journey times. TfGM will want to comment on ‘strategic’ proposals for:
• residential development comprising or including over 80 units (houses or flats);
• retail/industrial/office development over 2,500m2; or
• any other commercial, community or leisure based development or visitor attraction
proposing 100 or more parking spaces.
However, the strategic significance of a development will depend on other factors, such as
location and timing, as well as its size. TfGM also has a strategic interest in:
• developments that include significant new transport infrastructure (other than site
access); and
TRANSPORT FOR SUSTAINABLE COMMUNITIES: A GUIDE FOR DEVELOPERS 7
• developments adjacent to strategic transport proposals, such as future rapid transit
routes (current strategic transport proposals in Greater Manchester are shown on
Figure 1: Greater Manchester Transport Fund3 Schemes).
In commenting on strategically significant proposals, TfGM may also have detailed
comments related to the need to protect infrastructure and services (see below). In extreme
cases TfGM will object to planning applications that significantly prejudice its operational
interests.
Other developments
Some smaller developments (i.e. below the size thresholds described above) can potentially
have an impact on TfGM operations. In these cases, TfGM may have detailed, design-related
comments or may need to ensure that infrastructure and services are protected during
construction. As with strategic developments, TfGM will object to planning applications that
significantly prejudice its operational interests.
TfGM will wish to be contacted, to provide relevant comment, on any development:
• within 200 metres of any operational or proposed Metrolink line, including the new
extensions currently under construction or proposed, as outlined in the LTP;
• adjacent to a bus or rail station;
• requiring the re-location of a bus stop or shelter;
• requiring the introduction of, or changes to, traffic signals;
• proposing the alteration or removal of existing bus priority infrastructure; or
• involving a new secondary school.
What help can TfGM provide to developers?
Pre-application
TfGM believes that it is essential to consider transport issues at an early stage in the
development of proposals, and certainly in advance of submitting a planning application.
However whilst we are happy to provide advice, we recognise that transport is only one
of the many issues that will need to be considered by the planning authority and it is
therefore important to set TfGM advice in the context of other issues. We therefore aim to
work with the planning authority to reach a common understanding of issues and potential
solutions. For this reason, pre-application discussions should be arranged through the Local
Planning Authority. If we are approached directly by a developer, we will notify the planning
authority.
3 These schemes represent agreed Greater Manchester priority schemes. The map will be updated periodically.
8 TRANSPORT FOR GREATER MANCHESTER
From a developer’s perspective, pre-application discussions can highlight issues at an early
stage, including whether the planning authority will be seeking any developer contributions.
Particular issues which need TfGM involvement at the pre-application stage are:
• the approach to be taken in the Transport Assessment to traffic modelling (including
adequate contemporary observation of existing conditions across a suitable area of
interest and working from a basis of underlying person trip generation and realistic
travel mode share), junction design, public transport access, walking and cycling
provision, to ensure that these will be acceptable before the work is undertaken on the
TA itself;
• linked to the above, the impact of the development on both the existing operational
Metrolink system and the future proposals for new extensions and stops;
• the best way to serve a development by bus, including the likely commercial viability
of new services and the cost of providing a non-commercial service; and
• the extent to which any transport improvements would require developer funding.
Consultancy services
In addition, TfGM’s consultancy service, the Highways Forecasting and Analytical Service
(HFAS), working with the GM Urban Traffic Control unit, can provide a range of paid-for
services. For example, subject to the scale and type of development HFAS can:
• identify the likely vehicle and person travel demand in weekday or other relevant
periods;
• use a range of highway models to scope an area of influence to aid study scoping
discussions with the highway authority;
• scope the scale of supporting evidence/study required (including liaison with GMUTC
regarding traffic signal control of affected junctions);
• check the local database for suitable count data and/or arrange for additional surveys
to provide empirical observation of current conditions and traffic behaviour;
• to help assess mode targets, carry out accessibility analysis as appropriate;
• use model outputs and/or other data to review travel demand, mode split and
distribution to develop highway demands (and optionally other mode demands;
including first order identification of relevant scheduled public bus services);
• consider appropriate liaison with relevant TfGM operational services;
• subject to the above, use a range of highway models to forecast development traffic
impacts for discussion with the highway authority and identification of appropriate
interventions; and
• report findings.
TRANSPORT FOR SUSTAINABLE COMMUNITIES: A GUIDE FOR DEVELOPERS 9
3
Transport principles for sustainable development
To maximise the sustainability of a new development, the following five transport
principles should be followed:
•
maximise accessibility;
•
reduce the need to travel by car;
•
make the best use of existing infrastructure;
•
design for active travel; and
•
mitigate impacts.
Each of these is discussed briefly below, with more detailed technical guidance provided
in sections 4–9.
Principle 1: Maximise accessibility
All significant new development should be accessible by public transport. This not only
gives people the option of using their cars less (reducing congestion and CO2 emissions) but
enables those who do not have access to a car to take up opportunities: for work, education,
healthcare and leisure. In recent years there has been growing recognition that transport can
be a significant barrier to social mobility4. Although there has been a huge rise in mobility
for people who have access to a car, getting to work, learning, healthcare and other facilities
has become more difficult for those who do not, due to the decline of local services and the
growth of out-of-town facilities.
For new development, the starting point for good accessibility is to locate in areas that
have good public transport links and to use the most accessible locations (in town or city
centres or around public transport interchanges) for developments that generate the highest
number of trips. The Local Plans/Core Strategies of the Greater Manchester planning
authorities all contain policies to encourage development in locations with good public
transport access.
Good pedestrian and cycle links to key local facilities, including public transport stops and
interchanges, are also a key part of good accessibility, providing low carbon access for short
local journeys and helping people to improve their health by leading more active lives.
Principle 2: Reduce the need to travel by car
Most people aspire to car ownership and the car is the most convenient choice for many
journeys. However, given the economic and environmental costs of congestion, the growing
cost of car ownership (particularly for young people) and rising fuel prices, it is vital that
people are provided with attractive non-car options for their travel.
4 ‘Making the Connections: Final Report on Transport and Social Exclusion’ The Social Exclusion Unit , 2003
10 TRANSPORT FOR GREATER MANCHESTER
Providing good access to public transport services and pedestrian and cycling networks is
obviously essential but ‘behavioural change’ measures, to influence the way people travel,
may also be needed. These can range from simply providing information about alternatives
to providing assistance (e.g. in the form of training) or inducements (such as discounted
tickets). Where congestion is a concern measures to make car use less desirable, such as
parking restrictions, road layouts that favour pedestrians and cyclists or bus priority, may be
needed.
On large sites, mixed use development can reduce the overall need to travel e.g. by providing
facilities such as retail, banking or a crèche within an employment area, or locating local
services close to housing. Homeworking can also reduce the need to travel and this can be
catered for through design, such as the provision of broadband connections or flexible living
space.
Principle 3: Make the best use of existing infrastructure
Locating development close to existing public transport not only improves accessibility, but
can help to build the case for additional services by generating more trips to/from the area.
Similarly, providing a connection or better signage to an existing cycle route can encourage
greater use of the entire network, as can providing better information about cycle routes and
facilities.
On the road network, additional development can lead to congestion, which results in longer
and less reliable journeys for both people and freight and can increase road safety issues. In
Greater Manchester, this is a particular concern on the Highways Agency’s Strategic Route
Network (i.e. the motorway network and trunk roads)5 and on the GM Key Route Network6
linking the major town and city centres. These locations are often very accessible by public
transport, making them attractive for development, but the impact on key routes needs to
be managed so that journey times remain reliable and do not increase. This may involve
both encouraging people to use sustainable transport and actual traffic management
measures.
Principle 4: Design for active travel
In Greater Manchester, around 15% of people commuting by car travel less than 2km
(just over 1 mile), and more than 30% travel less than 5km (around 3 miles). These are
distances that many people could travel on foot or by bicycle if safe, convenient routes
were available. This not only has the potential to reduce car trips (and hence congestion
and carbon emissions) but also to improve both physical and mental health by increasing
levels of physical activity and providing more opportunity for social interaction. All new
development should therefore aim to make it easier for people to walk or cycle to local
facilities or to access public transport for longer journeys.
5 Shown on Figure 3
6 Shown on Figure 4
TRANSPORT FOR SUSTAINABLE COMMUNITIES: A GUIDE FOR DEVELOPERS 11
Principle 5: Mitigate Impacts
Even relatively small developments can have an adverse impact on the transport network,
either in the construction phase or due to changes to the highway network, and measures
should be put in place to minimise those impacts. Mitigation measures will depend on the
scale, location and nature of the development, but could range from safety measures during
construction to the re-design of junctions or measures to reduce the number of car trips or
make them less environmentally damaging. These can include improving facilities for active
travel and public transport, providing better information about travel alternatives, or the
promotion of car sharing, car clubs and electric vehicles. For developments which generate a
significant amount of movement, a Travel Plan is essential in identifying and implementing
the most appropriate measures.
New development is essential to Greater Manchester: creating jobs and investment,
regenerating our towns and cities and providing good quality housing. Transport
plays a vital role in making sure that these developments are sustainable and that the
prosperity they bring will benefit everyone. However, transport is also a key factor in
making the developments themselves successful: determining the number of people
who can reach them easily, the ease with which goods can be delivered or the popularity
of new neighbourhoods. This document sets out how developers can work with TfGM
and the local authorities to ensure that the transport network is able to provide the
support needed for successful developments whilst meeting the wider needs of Greater
Manchester.
12 TRANSPORT FOR GREATER MANCHESTER
Technical guidance
4 Transport assessment
NPPF states that all developments that generate significant amounts of movement
should be supported by a Transport Statement (TS) or Transport Assessment (TA). The
local planning authority will advise whether or not a TA/TS is required.
The Department for Transport’s ‘Guidance on Transport Assessment’ http://www.dft.gov.
uk/publications/guidance-on-transport-assessment sets out the requirements for Transport
Assessments in relation to the Highways Agency’s Strategic Road Network. However local
authorities also generally follow the sentiment of this guidance in asking developers to
assess likely impacts of development.
Fundamental to ensuring that the transport needs of a development can be met and that any
adverse impacts are mitigated is that local requirements are considered with the planning
authority at an early stage in the evolution of proposals, which will then need to take
account of the TA findings or other analysis.
In the first instance, the work towards producing a TA will need to quantify the number
of person trips generated by the development and allocate these to the likely modes of
transport (active travel, public transport and car). The impact of the generated trips should
then be compared to the existing and likely future situation, taking account of future traffic
growth in the area (including that from other committed developments).
A TA also needs to consider how to encourage the environmental sustainability of the
generated trips and how to manage the existing transport network to accommodate them.
Finally it will need to consider how to mitigate any remaining adverse impacts on the
network.
In addition to the above there are specific Greater Manchester requirements, in terms of
modelling and the design of signalised junctions. Advice, on these matters is available from
TfGM’s Highways Forecasting and Analytical Service (HFAS) and from the Urban Traffic
Control Unit (GMUTC).
HFAS and GMUTC can also be engaged by local highway and planning authorities to advise
on the scoping and/or creation and content of a TS or TA. This can apply to any planning
application where the local authority requires additional technical input to the process (i.e.
irrespective of the size of the development).
TRANSPORT FOR SUSTAINABLE COMMUNITIES: A GUIDE FOR DEVELOPERS 13
Accessibility
The assessment of accessibility is a key part of a transport assessment, which needs to
show the extent to which a site is, or is capable of becoming, accessible by non-car modes,
especially for developments that are major generators of travel demand.
It is essential that new development should have good accessibility by walking, cycling
and public transport. People who do not have the use of a car will find it difficult to reach
sites with poor access and will either be reliant on lifts or taxis or be faced with long
journeys by public transport, perhaps involving multiple changes. Developments with
poor access are therefore likely to generate more car journeys, which add to congestion.
‘Good access’ is, however, difficult to define in absolute terms, as it depends both on the
type of development and on the individuals involved. Clearly for community facilities, such
as schools or heath centres, good non-car access is essential. However for a warehousing
development, with few employees, good non-car access may be difficult to achieve.
The distance people are prepared to walk to public transport also varies. Obviously age
and physical capability limit the ability to walk, but the frequency of the services on offer
is a key factor. People will generally walk further for a more frequent service. Other factors
are the condition, topography and perceived safety of the walking route and the reason
for the journey. It is also likely that people in more rural areas have a lower expectation of
accessibility and are therefore prepared to walk further.
There are a number of different ways of measuring accessibility. As a rule of thumb, 400
metres (about 5 minutes’ walk) is often taken as the distance people are prepared to walk to
a bus stop7. In general, people are prepared to walk further to rail or Metrolink services: up to
800 metres or more. In terms of assessing the accessibility of a new development, however,
distance criteria are an over simplification because they take no account of factors such as
where services go to, how frequent or reliable they are or whether they are likely to endure in
the future (the section on ‘Providing Bus Services’ provides more information on this).
To help identify what bus services and demand responsive transport is available in a
particular area, TfGM have developed a service planning tool that can be accessed via the
following link: http://www.gmtu.gov.uk/gmbusroute
This allows users to understand the current timetabled bus service routes and their
frequencies. In addition, it provides a measure, referred to as the Greater Manchester
Accessibility Level (GMAL) score, of the operational accessibility to the public transport
network for postcodes and 100 metre grid squares across Greater Manchester. These scores
show the relative level of accessibility to bus, rail and Metrolink services of each location.
7 Guidelines for Providing Journeys on Foot, Institute of Highways and Transportation, 2000
14 TRANSPORT FOR GREATER MANCHESTER
Many developers use similar tools, or software such as Accession, to measure accessibility,
and these can be useful in identifying issues for further investigation and discussion.
However TfGM has not set any specific ‘standards’ because these are already set out in Core
Strategies/Local Plans and because ‘good accessibility’ varies with the nature of the area, the
type of development planned and the needs of the people who will use it.
Where a site does not have good accessibility, high trip generating development should
only be located there if additional services can be provided, either commercially or by the
developer. A key consideration as to whether or not a site can be made accessible is the likely
commercial viability of any new services. More information on this is provided in section 8.
Travel plans
Travel Plans play an important role in developing appropriate mitigation measures, as
identified in the TA. However more generally, the NPPF sees Travel Plans as a key tool in
bringing about sustainable development and the GM planning authorities will require
a Travel Plan to be submitted for developments which generate a significant amount of
movements.
TfGM strongly endorses the need for Travel Plans to reduce the impact of transport on the
local environment (in terms of congestion, air quality and carbon), to improve accessibility
and to encourage ‘active travel’ which improves peoples’ health. However the mere
production of a Travel Plan will not achieve any of these things: it is essential that plans
include actual measures on the ground, which are implemented and monitored.
Travel Plans should be prepared in accordance with the DfT’s ‘Good Practice Guidelines:
Delivering Travel Plans through the Planning Process’ http://webarchive.nationalarchives.
gov.uk/20120214193900/http://www.dft.gov.uk/pgr/sustainable/travelplans/tpp/
goodpracticeguidelines-main.pdf
Local guidance and links to local resources are available on the GM Travel Plans website:
http://www.travelplans.org.uk as well from the District Councils themselves.
A Travel Plan should achieve:
• a reduction in car use (particularly for single occupancy trips) and an increase in
travel by more sustainable modes, namely active travel and public transport;
• a reduction in the impact of the generated traffic, both in the immediate
neighbourhood and on the wider highway network;
• safe access for pedestrians and cyclists; and
• a coordinated approach to developing and implementing realistic travel options.
TRANSPORT FOR SUSTAINABLE COMMUNITIES: A GUIDE FOR DEVELOPERS 15
As a general principle TfGM aims to encourage walking or cycling for short local trips of up
to 5 km/ 3 miles (including trips to a public transport interchange) and public transport
for the medium to long distance trips. However a Travel Plan will not succeed in getting
people to use public transport if the services in the area are poor and there is no funding to
improve them. In these circumstances it might be more appropriate to consider some form
of demand responsive transport, or to focus on cycling and car sharing. A list of potential
measures for each type of Travel Plan is provided in Appendix 1.
Even where the site is already reasonably accessible, large developments which generate
a significant number of trips may still need additional sustainable transport measures to
mitigate their impact on the highway network. For example:
• additional services may be desirable e.g. to provide a link to a rail station or to increase
the catchment area of the development;
• improved walking and cycling infrastructure may be needed, particularly links to local
facilities or to public transport interchanges;
• additional capacity may be required on existing public transport routes to
accommodate likely demand; and
• behavioural change measures may be needed to maximise the uptake of sustainable
options.
Public transport information and tickets
Travel Plan measures often include the provision of information and/or discounted tickets
to encourage public transport use. TfGM can provide System One travelcard tickets for
corporate and business usage, as well as assisting organisations in providing employees with
ticket advice and information on the public transport network within Greater Manchester.
TfGM can also assist with companies interested in initiating company ticket schemes.
These enable companies to purchase annual tickets on behalf of employees through a
staff advance/interest free loan arrangement, with the cost recouped over 12 months via
deduction from their salary. With staff enjoying substantial savings and all the convenience
of an annual travel card, the scheme represents a valuable staff benefit and demonstrates a
commitment from their employer to staff travel plans.
More information can be obtained by emailing [email protected].
Future developments by TfGM will include the introduction of Smartcard ticketing and
making real time public transport information available as open source data to support
journey planning smartphone and computer apps. Access to real-time information, whether
at home, on a workplace PC or in the course of a journey will greatly increase peoples’
confidence in using public transport.
16 TRANSPORT FOR GREATER MANCHESTER
Monitoring and evaluation of Travel Plans
The effectiveness of a Travel Plan will depend on putting measures in place before a
development becomes occupied, so that there is scope to influence the way people travel.
However on-going monitoring and evaluation are equally important, but often neglected,
aspects of travel planning:
• the plan needs to contain clear targets for vehicular trip generation and mode split,
with an agreed fall-back position if these are not met;
• the plan needs to be continually updated and be capable of securing long term action;
• there needs to be firm commitment to appointing a travel plan co-ordinator and to
funding travel plan measures; and
• the post-implementation management arrangements should be identified, and
included in the Travel Plan.
TfGM will stress the importance of these aspects when providing advice to planning
authorities.
TRANSPORT FOR SUSTAINABLE COMMUNITIES: A GUIDE FOR DEVELOPERS 17
5 Planning obligations
The introduction of the Community Infrastructure Levy Regulations 2010 (as amended)
means that the mechanism for obtaining developer contributions will change in the near
future. This will happen through authorities introducing a Community Infrastructure Levy
(CIL) and their charging schedule coming into effect; or after 6th April 2014, whichever
is earlier. After that point, limitations will be placed on the use of planning obligations to
fund infrastructure projects, effectively meaning that only monies from a maximum of 5
obligations can be pooled towards a single piece or general type of infrastructure. When this
comes into force all obligations entered into since April 2010 will need to be considered to
assess whether the limit of 5 has been reached.
At the time of writing, authorities in Greater Manchester have yet to introduce the
Community Infrastructure Levy; some districts are progressing work with adoption of
charging schedules due in late 2013.
Transitional changes to the funding of infrastructure via the planning system mean that
priorities for transport infrastructure provision need to be clearly understood before a
planning application is submitted. These requirements are best described via a hierarchy of
needs:
• Critical infrastructure is that without which the development simply would not
take place, and relates to the provision of safe access to the development. Fulfilling
this requirement would normally be secured through the design of the scheme or
as part of the conditions relating to the planning permission. In the case of highway
infrastructure requirements, a section 278 agreement would be used to secure
provision.
• Key infrastructure is of a site-specific nature, and is required to mitigate negative
impacts of a development. The mechanism for ensuring delivery of these works is
normally secured via a section 106 agreement (Planning Act 1990) or a section 278
agreement (Highways Act 1980).
• Supporting infrastructure is that which is required to support the sustainable
growth of an area, but may not be directly or solely linked to an individual
development. CIL monies will typically be spent on these strategic infrastructure
projects; it may also include works to improve capacity, speed, safety or
accessibility to transport infrastructure.
The pooling of contributions through the Levy will enable the local authorities and TfGM
to make improvements of a strategic nature to the transport network that will benefit all
developments in the area. TfGM will work with each authority to determine transport
measures that CIL will be used to help fund and this list will be reviewed on an annual basis.
18 TRANSPORT FOR GREATER MANCHESTER
Where access by sustainable transport needs to be improved or the impact of the generated
trips requires mitigation, and improvement measures have not been identified through a
‘regulation 123 list’, TfGM may recommend site-specific measures for delivery in accordance
with the local planning authority’s adopted planning policies. Any such contributions would
need to meet the Government’s policy tests, i.e. they would need to be:
• necessary to make the development acceptable in planning terms;
• directly related to the development; and
• fairly and reasonably related in scale and kind to the development.
Types of planning obligations might be:
• providing on-site facilities such as information display boards or cycle parking (with
showering and changing facilities where appropriate);
• providing sustainable transport links to key local destinations by introducing new
or improving existing footpaths (including inclusive access measures), providing
pedestrian crossings or improving cycle routes;
• contributing to the monitoring and evaluation of the travel plan;
• providing new public transport infrastructure such as bus stops, or bus turning
facilities or bus priority;
• improving facilities for public transport users (improvements to bus stops, stations,
additional shelters/information etc.), including measures to help disabled people;
• contributing to planned future enhancements to the public transport network that
will be of direct benefit to the development;
• providing new/additional public transport routes/services;
• providing additional public transport capacity (where there is insufficient capacity on
existing services);
• traffic management on the Key Route Network (including bus priority, modifications
to signals, provision of journey time monitors, Weight in Motion technologies, and
Variable Message Signs ); and
• travel plan/smarter choices measures, including journey planning, ticketing offers and
car sharing/car clubs.
TRANSPORT FOR SUSTAINABLE COMMUNITIES: A GUIDE FOR DEVELOPERS 19
6 Design for sustainable access
Key points:
• make sustainable transport a key element of the design
• consider how sustainable transport can help reduce the carbon footprint
Design has a strong influence on how people will travel. To maximise the use of walking,
cycling and public transport, it is vital to make this one of the key elements of the design,
rather than regarding transport as an ‘add-on’ at the end of the process. The Commission
for Architecture and the Built Environment (CABE) have produced guidance on Design and
Access Statements8 (DAS), which may be required by planning authorities. However, the
key principles apply to all developments, irrespective of whether a DAS is needed. The main
points relating to access are summarised below.
Type of use
The uses on a site can influence travel behaviour. Mixed use developments, e.g. including
local shops and facilities, can reduce the need to travel. Uses with a high density of trips
should be located on the most accessible sites, close to public transport.
Density
The density of a development influences the way people travel. Low densities cannot
support local facilities such as shops within walking distance, road layouts become circuitous
and unattractive for walking or cycling and the catchment area for public transport is too
dispersed for services to be viable. As a result, lower densities tend to result in higher
car use. In more accessible locations, such as town centres or close to public transport
interchanges, higher density development not only represents a more efficient use of land
but also helps to ensure the viability of public transport services.
Layout and design
These strongly influence how people make their day-to-day journeys. People will be more
inclined to walk or cycle where the streetscape is attractive, with interesting features, low
levels/low speeds of traffic and natural surveillance provided by active frontages. Making
pedestrian and cycle routes as direct as possible also makes them more attractive to use (see
section 7).
In large developments, providing through routes will make it more likely that bus services
can be provided.
8 ‘Design and Access Statements: how to read, write and use them’ Commission for Architecture and the Built Environment,
2006
20 TRANSPORT FOR GREATER MANCHESTER
Sustainability
A core principle of the NPPF is that planning should support the transition to a low carbon
future. Paragraph 95 states that local planning authorities should ‘plan for new development
in locations and in ways which reduce greenhouse gas emissions’.
However, in considering ways to reduce the carbon footprint of the site, developers often fail
to consider fully the potential of sustainable transport. Ways of reducing transport-related
greenhouse gas emissions from a new development include:
• choosing a location with good access to public transport (or providing services where
they do not exist);
• designing the site layout to encourage active travel;
• providing an appropriate level and type of cycle parking (both in commercial and
residential developments);
• providing charging infrastructure for electric vehicles (either communal or within
individual properties);
• developing car clubs or cycle hire schemes; and
• promotional measures such as access to information about sustainable travel, or
ticketing offers.
Vehicular and transport links
Giving clear priority to pedestrians and cyclists within a large site will improve safety,
increase sustainability and improve the quality of the place by giving more opportunity for
interaction between people. Pedestrian and cycle routes should be more direct than those
for cars, and kept as free as possible from the obstruction of parked cars. For commercial
developments, locating buildings on the road frontage, with parking behind, is the best way
of providing easy access for pedestrians.
Where through routes are being provided for buses, these should be as direct as possible.
However for most sites, safe, direct access to the nearest public transport is needed to
make it a convenient option. The provision of convenient pedestrian routes can be seen
as conflicting with ‘Secure by Design’ principles in some cases, so it is important to make
access to the public transport network an early consideration in the design process. In
mixed use developments, high trip generating uses should be located closest to the public
transport station or stop. Maximising the use of public transport in this way is not only
important in reducing car use, as it also can safeguard the future of facilities and services.
TRANSPORT FOR SUSTAINABLE COMMUNITIES: A GUIDE FOR DEVELOPERS 21
Inclusive access
The requirements for inclusive access will be set out by the local planning authority,
including whether any specific consultation is needed with disability groups. These will
include parking standards, location of parking spaces in commercial developments and
community facilities, and the need for dropped kerbs and tactile paving at junctions on key
pedestrian routes e.g. to the nearest bus stop.
Where a proposed development is close to an existing bus stop, this can be made more
accessible by raising the kerb to provide easy access from low-floor buses.
22 TRANSPORT FOR GREATER MANCHESTER
7
Planning for active travel
Key points:
• plan pedestrian and cycle access as a key element of overall design
• give pedestrians and cyclists priority over the car and introduce cycle safety
measures
• provide space for cycle storage in new residences and provide cycle parking in all
other developments
• make pedestrian access to public transport as direct as possible, including safe
crossing points and dropped kerbs
Pedestrian access
Most public transport journeys start or end with a pedestrian ‘leg’ and the pedestrian
environment is therefore fundamental in encouraging public transport use as well as
walking more generally. There are a number of measures which can increase pedestrian
priority and encourage walking, for example:
• well-defined, signed, direct, pedestrian routes along logical desire lines linking to key
local destinations e.g. schools, shops and public transport stops and stations;
• ensuring that such routes follow ‘Secure by Design’ principles, which are important
for the pedestrian to feel safe (e.g. well lit with active frontages providing natural
surveillance, good visibility without dense landscaping or high solid fences, and
where appropriate, covered by local CCTV schemes);
• less direct routes and lower speed limits for motorised vehicles within residential
areas, or ‘Home zones’ where cars share space with pedestrians and cyclists, but have
a lower priority;
• hard topped level surfaces with tactile paving and dropped kerbs at crossings (with
provision of pedestrian crossings/refuges as appropriate) or raised carriageway
crossings giving priority to pedestrians.
“Secure by design”9 principles tend to favour fewer connections into an area and can
therefore lead to natural desire lines being fenced off. We therefore recommend that these
issues should be considered at an early stage.
Site layouts and building design should minimise walking distances. This means providing
convenient entrances to buildings and locating buildings to the ‘front’ of the site, with
parking at the rear. Where pedestrians do have to cross a car park to reach the entrance,
footpaths should be clearly demarcated and provide as direct a route as possible. Desire lines
from bus stops should be taken into consideration when planning pedestrian access points.
9 ‘Safer Places – The Planning System & Crime Prevention’, ODPM, 2004
TRANSPORT FOR SUSTAINABLE COMMUNITIES: A GUIDE FOR DEVELOPERS 23
Cycling
The benefits of cycling are increasingly understood, both in terms of reduced congestion and
emissions, and improved health. However, the existing urban form can make it difficult to
provide for safe cycling. New development therefore provides a key opportunity for change
and it is essential that all new developments make appropriate provision for cyclists.
Many people do not own a bike because they have nowhere to store it. Local planning
authorities will provide advice on their own minimum standards for cycle parking. However,
for a truly cycle-friendly development all new residences should ideally include a secure
space to park a bike, whether in a garage, outhouse or a communal parking facility. Many
dwellings lack this, and cyclists have to park their bikes in hallways or on balconies.
Similarly all new employment locations, leisure and community facilities should ideally
provide secure cycle parking for the destination end of the trip, with employment locations
providing storage and changing facilities. Locations such as business parks may offer
potential for a shared ‘cycle hub’ where these facilities can be provided more economically.
The type of parking provided (i.e. stands, lockers or a compound) will depend on the level of
security on the site.
Many of the pedestrian measures described in the previous section will also help to
encourage cycling. Opportunities should be taken to provide links to key local services,
including public transport interchanges, and to link in to existing cycle routes in the
local area. Cycle routes should be designed to give good vision at junctions (roundabout,
give-ways and stop etc.) both for cyclists and vehicles. Cycle safety should also be a key
consideration in the design of new roads and junctions.
Work is underway to produce a Greater Manchester Cycling Strategy, which will provide
consistent guidance on cycle parking standards and design, design of cycle infrastructure
and signage. This will be made available on http://www.tfgm.com/cycling.
TfGM publishes a series of maps showing the cycle network in each GM district. These can
be found at: http://cycling.tfgm.com/districts.htm.
24 TRANSPORT FOR GREATER MANCHESTER
8 Planning for public transport
Key points:
•
•
•
•
•
•
•
•
•
•
Seek early TfGM advice on bus service provision
Ensure new bus services will be sustainable beyond the initial subsidy
Provide through routes for buses where possible
Bus routes, bus stops and loading facilities to comply with standards
Early consultation with TfGM on bus stop relocation, with work to be funded by the
developer
Consult Network Rail when working alongside an operational railway
Keep disused railway lines open as potential future transport links
Consult TfGM at the pre-application stage on any development within 200 metres of
Metrolink
Demonstrate that there will be no adverse impacts on street-running sections of
Metrolink
Conditions will be requested relating to safe working adjacent to Metrolink.
Providing bus services
While most locations in Greater Manchester will have access to some level of bus service,
there will be occasions where this is not the case, or the level of service is not sufficient for
the new development. For large residential developments, additional school services may
also be needed.
Most bus services in Greater Manchester are provided by private sector bus operators, who
therefore decide which services to run. 80% of network mileage is commercial, and the
corresponding services carry just over 90% of total bus patronage. TfGM subsidises some
‘socially necessary’ services that would not otherwise be provided, provides some school
services and a number of ‘demand responsive’ services in areas where demand is low.
The daytime frequencies and timetabled coverage of commercial services for early morning,
evening and Sundays for bus services in Greater Manchester vary depending on the level
of demand available to support their financial viability. To help highway authorities to
prioritise their resources for bus infrastructure maintenance and winter gritting, TfGM have
developed a map of the bus network that is categorised into a number of levels that relate to
the frequency of services provided.
This may be useful to developers in providing an initial guide to the relative strength of bus
network provision across Greater Manchester. This may be beneficial in early site selection
activity and/or provide an indication of the likely need for additional services or service
enhancements (see also the section on Accessibility). The map is shown in Figure 2.
When TfGM is considering the need to provide a tendered bus or DRT service, the aim is to
maximise the number of people living within:
TRANSPORT FOR SUSTAINABLE COMMUNITIES: A GUIDE FOR DEVELOPERS 25
• 250 metres of a bus stop with a service every 30 minutes Monday–Saturday daytime
(0730–1830) and every hour in the evening (1830–2330) and on Sundays/Public
holidays; or
• 400 metres of a bus stop with a service every 15 minutes at all times; and
• The service should serve a local centre/interchange so that people can gain access to
the core network of services within Greater Manchester.
Additional criteria are applied to ensure access to hospitals.
TfGM works closely with bus operators to deliver improvements to the network, including
making them aware of opportunities to provide new services, based on market demand
and customer profiling data. However, providing or diverting a service is generally seen as
a risk by operators, who will therefore generally require an initial subsidy to cover the gap
between the revenue earned and the running costs. The issues that need to be considered in
planning a new bus service (or diverting an existing one) are as follows.
• Will a bus operator be interested in providing it commercially?
• Would a service diversion make other services less viable?
• Will the new service be sustainable? If it is withdrawn as soon as an initial subsidy
ends it will be of no benefit in the longer term.
• What type of service is most likely to be sustainable? Demand responsive transport
services can be particularly useful for employment sites with 24/7 operation, where
the demand is low at any one time, or for large industrial areas where demand is
dispersed over a wide area.
• How should the provision of services be phased with the development? Some level
of service is needed from the outset, to influence travel choices, but a demand
responsive service might be the best use of resources until the site is sufficiently
developed to need a full bus service.
TfGM can assist developers by providing advice on the most sustainable bus service
provision and by procuring services. When tendering services, we aim to agree a fixed
subsidy for the contract period, which gives certainty to developers and local authorities
over what is being delivered with financial contributions.
Designing for bus access
For very large developments, good access may only be achieved by a bus service running
through the site and the road layout will need to be designed to accommodate this. Even if
services cannot be provided from the outset, the right layout is needed to make this possible
in the future. The key considerations are set out below.
• Operators will always prefer a through route rather than one where the bus has to turn
round. Culs-de-sac should be avoided where possible, unless a bus only route can be
provided.
26 TRANSPORT FOR GREATER MANCHESTER
• Where turning facilities are needed these should be tested using swept path analysis
to ensure they can accommodate a 13 metre long bus.
• Opportunities should be taken to give the bus a time advantage over the car e.g.
though bus priority or a bus only link (which could also benefit pedestrians and
cyclists).
• For a two way bus flow, the carriageway should be a minimum of 7metres wide to
allow buses to pass obstructions.
• Design work should generally be based on a 13–15 metre long bus (7.5 metre for a
mini bus and 9.5 metre for a midi). Where a route is likely to be used by ‘bendy buses’
advice should be sought from TfGM. The maximum change in gradient from the level
should be 1 in 5 (for a 13 metre bus).
• Large sports and leisure developments need bus and coach parking. In the case of a
stadium, set down/pick up facilities should be located away from the major traffic
flows. Sports, leisure and retail developments may also warrant a small taxi rank/
loading area.
• For new secondary schools standing and loading areas, preferably with shelters,
and turning facilities should be provided on-site and should be large enough for the
number of buses required to serve the school. This will improve safety and reduce
congestion. Guidance on these facilities is set out in TfGM’s Design Guidelines for Bus
Stops (see below)
Where a development will bring a significant increase in traffic on a major route, this may
cause delay to bus services, making them less attractive to passengers, and bus priority
measures should be considered. These could take the form of bus lanes, traffic signal
priority, or measures to prevent parking at bus stops. Such proposals should be developed in
consultation with the planning authority and TfGM.
Bus stops
Bus stops are normally located to maximise their walking catchment, to give regular spacing
between stops and to ensure road safety. Property owners often oppose proposals to
locate them outside their premises, so new stops should be put in place before the adjacent
properties are occupied. Moving bus stops is to be avoided for the same reason, and TfGM
will always prefer to keep a bus stop within the existing frontage.
If it is considered necessary to move a bus stop, the developer must contact TfGM at the
earliest opportunity, since work cannot start without agreement from a number of partners,
including the Police and the highway authority. The procedures involved could therefore
potentially delay the development. Where bus stops have to be moved, this work must be
funded by the developer.
TRANSPORT FOR SUSTAINABLE COMMUNITIES: A GUIDE FOR DEVELOPERS 27
TfGM has produced detailed guidance on bus stops10, covering both the process for
considering relocation and the detailed design requirements for stops and shelters. This can
be found at: http://www.tfgm.com/Corporate/Documents/Miscellaneous/07_0650_bus_
stop_guidelines.pdf
Rail
A location close to a rail station can be a selling point for a development, and will have the
potential to reduce the number of car trips generated. However to realise this potential the
station needs to be attractive, both in terms of the level of service, passenger facilities and
the access. Where improvements to a station and its environs will potentially reduce the
amount of car traffic generated by a development, TfGM will recommend that the planning
authority seeks a developer contribution for measures such as:
• improving the safety and security of people using the station and its environs
(including car parks and pedestrian routes) e.g. through the provision of CCTV or
lighting, clearing litter and graffiti or improving natural surveillance by clearing
vegetation;
• improving pedestrian and cycle access e.g. through re-surfacing, provision of drop
kerbs or through signing;
• providing or improving secure parking at the station for cars and cycles;
• providing facilities for bus interchange at the station;
• improving passenger shelters, seats, information and personal security; and
• providing service information within larger developments e.g. remote real time
information screens in offices or colleges.
Developments close to rail lines will be subject to noise from the operation of the railway
and should include appropriate noise insulation and other measures. Freight trains may
operate at night, which can be an issue for residential developments.
There are specific restrictions on working alongside rail lines, whatever the size of the
development. Network Rail will have requirements e.g. regarding access and boundary
fences, and their website should be consulted for details: http://www.networkrail.co.uk/
aspx/1538.aspx
In the case of disused rail lines, TfGM will look at the potential to re-use these, for example
as bus rapid transit routes or cycleways, and will therefore generally recommend that they
are not built over.
10 Design Guidelines for Bus Stops in Greater Manchester, 2007
28 TRANSPORT FOR GREATER MANCHESTER
Metrolink
Metrolink runs both on segregated track and on-street and so there is a greater potential for
it to be affected by new development.
Where Metrolink runs on-street, a key consideration for TfGM will be the impact of
generated traffic, particularly on signalised junctions. The journey time on Metrolink routes
is key to their attractiveness, so any new development should minimise adverse impacts on
junctions or routes that incorporate Metrolink. Developers should demonstrate, through the
Transport Assessment, that there will be no adverse impact on tram journey times. TfGM
may object to developments which harm the operation of Metrolink.
Planning applications for any development within 200 metres of any operational Metrolink
line, including the new extensions currently under construction and other future extensions,
will need to be assessed. Contact: Alan Lowe; telephone 0161 244 1421, email alan.lowe@
tfgm.com
The existing and planned Metrolink lines are shown on Figure 1. In addition to these routes
there is a future aspiration for an extension to Stockport.
For development within the 200 metre radius, pre application consultation with TfGM will
be essential to discuss any potential impacts on Metrolink, including increasing awareness
of the potential safety risks associated with working adjacent to a tramway and associated
infrastructure, and any potential adverse impact on Metrolink journey times.
Examples of the types of risks assessed include:
• the use of tall equipment near overhead lines;
• disruption to the operation of the existing service during construction and
implementation of a development;
• construction methods, which may affect Metrolink infrastructure;
• adverse effects on pedestrian safety; and
• ensuring future proposals are protected from development.
Careful consideration must be taken when developing adjacent to Metrolink infrastructure
and within the Metrolink Hazard Zone and operational boundaries. Where development
involves works adjacent to a Metrolink line, the developer must therefore comply with all
the necessary system clearances and agree safe methods of working. TfGM will therefore
recommend that all planning consents include a condition / note to the applicant to this
effect.
Where a location close to Metrolink will potentially reduce the car traffic generated
by a development, TfGM will recommend that the planning authority seeks developer
contributions for measures such as improved pedestrian and cycle access or improved
parking facilities. Where very large developments will increase Metrolink loadings to a level
beyond that for which they were designed, TfGM will recommend developer contributions to
increase the capacity of stations and services.
TRANSPORT FOR SUSTAINABLE COMMUNITIES: A GUIDE FOR DEVELOPERS 29
9 Managing the impact of car travel and freight
Key points:
• Development close to the GM Key Route Network or the Highways Agency’s Strategic
Route Network should include measures to mitigate the impact of additional traffic
• Traffic calming should be designed to be bus and cycle friendly
• Consider reduced car parking as part of Travel Plan measures
• Consider the potential for shared-use park and ride
• Consider measures to reduce delivery vehicle movements
The Highway Network
The ten Greater Manchester District Councils are the Local Traffic Authorities for roads in
their areas. However TfGM is responsible for traffic signals and has a co-ordinating role in
relation to the Key Route Network, shown in Figure 4. The KRN comprises the major roads
that link the main economic centres, including key bus routes and links to the motorway
network. A consistent approach to the management of the KRN has been agreed across
Greater Manchester and is described in the Greater Manchester Network Management Plan,
which aims to improve the variability of journey times. This is vital for supporting economic
growth, reducing carbon emissions and improving the quality of life for the communities
living along those routes.
The aim is to:
• maximise the efficiency of the existing network (e.g. through signal timings)
• minimise the impact of road works, incidents and events and maintain the routes to a
consistent standard
• develop appropriate improvement schemes where needed; and
• improve non-car travel.
Improving non-car travel to encourage more people to walk, cycle or use public transport
is vital, as this may be the most effective way to improve journey time reliability in some
locations. New development close to the KRN needs to include measures to manage the
impact of the additional traffic and maximise travel by sustainable modes.
TfGM works closely with the Highways Agency to ensure an integrated approach to the
management of their Strategic Route Network of motorways and trunk roads (see Figure
3) and the local highway network, including the KRN. Where a development is close to the
SRN, we will work with the HA to develop a joint understanding of the impacts and potential
mitigation measures across all modes.
30 TRANSPORT FOR GREATER MANCHESTER
Traffic calming
Traffic calming aims to improve road safety by reducing the average speed of motor
vehicles. Badly designed traffic calming can have adverse impacts on both cyclists and
bus passengers/drivers, whereas well-designed traffic calming can also improve the street
environment and encourage more people to walk or cycle.
For cyclists, the main concerns are pinch points, which push them closer to motorists, and
ramps, which should have long smooth profiles. Guidance on cycle-friendly traffic calming
has been produced by Sustrans, and can be viewed at: http://www.sustrans.org.uk/assets/
files/guidelines/traffic%20calming.pdf
On bus routes, the key issues are the potential for delay to services and the potential
discomfort for passengers and drivers as a result of poorly designed ramps. TfGM and the
ten Greater Manchester local highway authorities have agreed best practice guidelines for
traffic calming on bus routes11, which avoid undue adverse impacts on bus service reliability,
or on the comfort of our passengers and drivers. Badly designed traffic calming has caused
damage to buses and ultimately the withdrawal of services by operators. TfGM is likely to
object to any new traffic calming schemes not conforming to the guidance, which can be
found at: http://www.tfgm.com/Corporate/Documents/Miscellaneous/Traffic_calming_for_
bus_routes_guidance.pdf.
Car parking
The local planning authority will advise on their adopted parking standards. These attempt
to strike a balance between over provision, which may encourage car use, and underprovision, which leads to on-street parking and can cause both a nuisance to residents and
problems for cyclists.
In areas very well served by public transport, TfGM will encourage local authorities to apply
a reduced level of car parking in new developments, as part of a Travel Plan, combined with
measures to encourage the use of that public transport.
Where a development is close to a station, there may be the opportunity to extend an
existing park and ride site, or provide a new one. However new larger scale park and ride
locations need to be carefully considered, as they can encourage people to drive further. For
large scale leisure developments, where peak usage may be in the evenings or at weekends,
the scope for shared park and ride use should be considered.
In terms of design, care needs to be taken in locating parking so as to:
• provide safe site access and egress by all users;
• minimise pedestrian-vehicular conflict;
• make pedestrian access as short and direct as possible; and
• ensure that the parking spaces can be used effectively and efficiently.
11 Traffic Calming for Bus Routes, TfGM 2009
TRANSPORT FOR SUSTAINABLE COMMUNITIES: A GUIDE FOR DEVELOPERS 31
Car sharing and car clubs
Car sharing can be an effective way of reducing car trips from a development, particularly
where public transport does not offer an attractive alternative. Priority parking spaces can
be provided as an incentive for car sharers. Large businesses may set up their own schemes,
but the Greater Manchester authorities also offer a car sharing scheme, which is available for
all organisations to join. Details are available at http://www.carsharegm.com/.
Car clubs are useful for people who only need to use a car for some of their journeys.
Members have flexible access to the hire of a vehicle. Vehicles are parked in reserved parking
spaces close to homes, town centres or workplaces and can be used and paid for on an hourly
rate, daily or weekly basis. This can be a useful way of reducing car trips, as vehicles are hired
only when needed.
Car clubs can be promoted to individuals e.g. through a residential travel plan. However
organisations can also have corporate membership with one of the car club providers,
providing an effective way of managing work-related trips.
Electric Vehicles
Electric vehicles are an increasingly important part of the sustainable transport ‘mix’ and
the number in use is expected to grow significantly in future. All significant developments
should therefore consider the inclusion of charging points.
Freight
Commercial developments can only function with the support of effective freight transport
and logistics, but developers need to accommodate these requirements while still meeting
wider policy objectives for sustainable transport.
The key considerations are to reduce congestion, carbon emissions, air pollution and safety
issues associated with freight movements. The type of sustainable transport measures that
can be put in place will depend on the scale and location of the development, but measures
could include:
• taking opportunities to move freight by rail or water;
• developing consolidation centres for large urban areas (these also provide an
opportunity for smaller, cleaner vehicles to take goods ‘the last mile’);
• co-operating with other site users on common purchasing and recycling policies to
reduce vehicle movements;
• routing vehicles to avoid residential areas and unsuitable local roads;
• scheduling deliveries outside of peak times wherever possible; and
• using low emission vehicles.
32 TRANSPORT FOR GREATER MANCHESTER
Appendix 1: Checklist of travel plan measures12
Workplace travel plans
Element
Measures to consider
Pedestrian and cycle friendly site (see section 7)
Conveniently located bus waiting and drop off points, giving easy
access to main entrances with improved waiting environments
Conveniently located, secure cycle storage
Walkers’ and cyclists’ changing facilities, including showers and lockers
Parking restraint or car-free site (with provision for disabled parking)
Off-site
infrastructure
Site design
Location of parking space to reduce its prominence – e.g.
to the rear of buildings, priority for car sharers
Landscaped areas designed to facilitate recreational use
Designated pick-up/drop-off point for taxis
Electric vehicle charging points
Improvements to local walking and cycling networks serving
the site, including links to public transport
Improvements to public transport infrastructure on routes
serving the site – e.g. introduction of bus priority
Choice of location to facilitate sustainable access
Reducing the
need to travel
Policy to enable home-working, where feasible. Satellite office working facility
12 Video-conferencing/audio-conferencing facilities
On-site services for employees – e.g. café, crèche, shop
Policy of using local suppliers
Based on Appendix B, ‘Good Practice Guidelines: Delivering Travel Plans through the Planning Process’, DfT 2009
TRANSPORT FOR SUSTAINABLE COMMUNITIES: A GUIDE FOR DEVELOPERS 33
Element
Measures to consider
Initiatives to support active travel
Promotion of active travel, emphasising health benefits
Distribution of maps showing safe local walking and cycling routes
On-site security patrols
On-site cycle repair scheme
Salary sacrifice scheme for cycle purchase
Cycle miles incentive scheme
Pool bikes and cycle mileage allowance for cycling in the course of work
Formation of a bicycle users group (BUG). Cycle training and bike
buddy scheme for those not confident about cycling
New or improved services including shuttle buses to public transport hubs
Increasing public
transport use
Improvements to the waiting environment
Journey planning smartphone applications for staff
Staff discounts and special offers for bus and rail day and season tickets.
Guaranteed ride home by taxi for staff in emergency
Policy of using public transport for travel in the course of work where feasible
Parking
management
Limited parking allocation on site, coupled with on-street parking controls
Needs-based parking allocation scheme, with dedicated car club/ pool car parking
Parking charges, with revenue ring-fenced to pay for sustainable travel measures
Parking cash-out to provide daily payment for not bringing car on to site
Freight and
deliveries
Rail or water-borne freight
Consolidation centres
Co-operation with other site users on common purchasing and
recycling policies, to reduce delivery vehicle movements
Personal travel advice offered to employees. Incentives for all sustainable travellers
Promotion and
communications
Corporate membership of car club
Sustainable travel directions for all visitors
Publication of travel plan and travel information on organisation’s web
site. Real time public transport apps on PCs and smartphones
Promotion of sustainable travel options and specific initiatives
34 TRANSPORT FOR GREATER MANCHESTER
Residential travel plans
Element
Measures to consider
Permeable, pedestrian and cycle friendly site (see section 7)
Parking restraint or car club parking only (with provision for disabled parking)
Areas for social exchange, recreation, seating, play and biodiversity
Cycle parking for residents and visitors
Site design
Requirements for bus routing considered in road design
Off-site
infrastructure
Cycle shower and changing facilities in site workplaces (if applicable)
Road safety improvements on routes serving the site. Creation
and enhancement of cycling and walking links
Bus infrastructure (see section 8)
Electric vehicle charging points
Off-site bus infrastructure/bus priority
Facilities to improve interchange (e.g. signing; cycle parking lockers)
Promotion and
communications
Increasing public
transport use
Reducing the
need to travel
Choice of location to facilitate sustainable access
Improved sustainable access to key local facilities
Broadband access and provision of home-office space in homes
Home delivery drop-off point
New or enhanced services including shuttle links to stations (see section 8)
Personal travel advice for new households, e.g. travel welcome packs with
customised information and incentives for sustainable travel e.g. free/
discounted use of public transport, car club or cycle facilities
Cycle training, bicycle user group (BUG)/cycle buddy scheme
Community travel web site and notice-board. Community travel events and forum
TRANSPORT FOR SUSTAINABLE COMMUNITIES: A GUIDE FOR DEVELOPERS 35
School travel plans
Element
Measures to consider
Pedestrian-friendly site, so pupils are not in close proximity to cars
Secure, well-lit, sheltered cycle parking, located in areas close to main entrances
On-site bus drop-off and waiting areas
Increasing
public
transport
use
Initiatives to
support active travel
Reducing
the need
to travel
Safe routes
to school
scheme
Site design
Parking for staff and visitors minimised
Conveniently located facilities for hanging and storing outdoor
wear, shower and changing facilities for staff
Visibility of pupils arriving/departing from school reception areas
Wet-weather waiting areas for parents
Safety improvements on routes serving the school, tackling perceived danger
points as identified by school pupils, parents and teachers through consultation
Safe routes to on-highway bus stops
Choice of location to facilitate sustainable access
School admissions policies that encourage attendance of schools in local neighbourhood
Walking incentive schemes / Walk to School events
Walking buses
Pedestrian and cycle training. Cycle maintenance classes
School crossing patrols
Cycle trailer loan scheme for parents
Promotion for public transport services in school
Yellow School Buses/ School-run mini buses/ Improved bus links
Pro-active approach to behaviour problems e.g. supervision of bus boarding
36 TRANSPORT FOR GREATER MANCHESTER
Element
Measures to consider
Parking restrictions outside school entrance
Restrictions on parent and sixth form parking in school grounds
Managing car use
Park and walk scheme
Car sharing scheme
Inclusion of school travel in school policy statements and induction sessions
Curriculum work on school travel backed by teaching resource www.dingding.org.uk
School travel work highlighted in newsletters, letters home,
assemblies and leaflets. Use of events, competitions
TRANSPORT FOR SUSTAINABLE COMMUNITIES: A GUIDE FOR DEVELOPERS 37
Visitor Travel Plans
Element
Measures to consider
Pedestrian and cycle friendly site with good connections to off-site networks
Cycle storage, conveniently and visibly located at main entrances
High quality bus stops and waiting areas, at prominent and convenient locations
Reducing the
need to travel
Improvements
to off-site
infrastructure
Site design
Parking restraint or car-free site (with provision for disabled parking)
Reduced conflict between pedestrians/cyclists and vehicular traffic
Location of any car parks in secondary locations
Visitor orientation signs at appropriate site entry-points
Improvements to public transport infrastructure on routes serving the
site e.g. bus priority on key routes; upgrade of key bus/rail stations
Improved walking and cycling links between the site and other key destinations,
including public transport hubs walking routes and the National Cycle Network
Choice of location to facilitate sustainable access. Promotion of visitor site
to local residents – e.g. special admission rates and other discounts.
On-site
facilities and
services
On-site shuttle service e.g. buggy between main gate and buildings
Taxi service
Left luggage facility – e.g. for backpacks and cycle equipment
Wagons for carrying children and picnics; cycle hire outlet for use of bikes
Increasing public
transport use
Enhanced services to link with other destinations, including public transport hubs
Adjustment to times, frequencies or stopping points of existing services
Specially run services for special events
Upgrades in quality of existing services, including branding
Pre-booked transport for last leg of journey for connection to rail station e.g.
demand responsive site mini-bus or taxi-firm on demand responsive basis
38 TRANSPORT FOR GREATER MANCHESTER
Element
Measures to consider
Promotion and
communications
Parking
management
Cost of parking not subsumed in cost of admission, but charged separately
Parking revenue ring-fenced for sustainable travel measures
Control of off-site parking – e.g. yellow lines or CPZ
Information about sustainable access prominently featured in all
promotional literature, posters, web-sites etc. publicising the site
Discounts or special offers for visitors arriving by sustainable transport
Prominently displayed on-site information about public transport and taxis
Sustainable transport incorporated in promotional strategies for the site
TRANSPORT FOR SUSTAINABLE COMMUNITIES: A GUIDE FOR DEVELOPERS 39
Appendix 2: Contacts for planning applications
Strategic planning applications
Richard Clowes
Policy Team
[email protected]
0161 244 1269
Metrolink
Alan Lowe
Metrolink
[email protected]
0161 244 1421
Bus services
Simon Ho
Network Intelligence Manager
[email protected]
0161 244 1974
Traffic management (including
design of bus infrastructure)
Peter Bramwell
Traffic Manager
[email protected]
0161 244 1847
Bus stops
Claire Robinson
Service Infrastructure
[email protected]
0161 244 1669
Cycling (strategic issues including
network maps, Cycle Hubs)
Anne-Louise Black
[email protected]
0161 244 1616
Rail stations
Steve Magner
[email protected]
0161 244 1697
Traffic signals
Richard Dolphin
Urban Traffic Control
[email protected]
0161 244 1800
Transport Assessments
Tony Mellor
Highways Forecasting and Analytical Service
[email protected]
0161 244 1693
40 TRANSPORT FOR GREATER MANCHESTER
TRANSPORT FOR SUSTAINABLE COMMUNITIES: A GUIDE FOR DEVELOPERS 41
Figure 1: GM Transport Fund Schemes
Bus Priority Package
I LW
8
CHORLEY
Metrolink
WHITWORTH
Under construction
RAMSBOTTOM
C H
D A
EAS
E
A
S R
I LW
Metrolink to
Rochdale
AY
N
M6
U
R Y
16
TYLDESLEY
M60/A580
14
P+R
Abram
W
I
G
A N
Billinge
Astley
Tyldesley
LEIGH
Leigh
P+R
Garswood
Harpurhey
Boothstown
S
A
L
F O
Lowton
Common
2
ECCLES
11
NEWTON-LEWILLOWS
60
IRLAM
2
M6
11
M62
10
COLLYHURST
21A
T
Manchester
Victoria
City Centre Bus
Priority measures
Victoria
Metrolink Second
City Crossing
Salford
Crescent
SALFORD
Shudehill
ANCOATS
A
F
F
Mosley
St
DeansgateCastlefield
Piccadilly
Gardens
Broadheath
21
Dunham
Woodhouses
Oughtrington
ALTRINCHAM
St. Peters
Square
Manchester
Piccadilly
Salford Quays
M56
10
Pomona
UNIVERSITY OF
MANCHESTER
P+R
Altrincham
Interchange
Wythenshawe
CHESHIRE
2
M56
Offerton
S T O C K P O R T
P+R
M6
P+R
HAZEL
GROVE
Strines
Trafford Bar
MANCHESTER
ROYAL
INFIRMARY
Based on aerial photography. Contains Ordnance Survey data © Crown copyright and database right 2010
© Transport for Greater Manchester 2013 12-1040-123581
NEW MILLS
High
Lane
Heald
Green
Hayfield
Low
Leighton
BRAMHALL
Manchester
Airport
Danebank
Styal
Woodford
A6 to Manchester Airport
Relief Road
WILMSLOW
Poynton
Higher
Poynton
Chinley
Booth
Green
11
OLD
TRAFFORD
Thornsett
Hazel Grove
Handforth
Bucklow
Hill
Mellor
MARPLE
Davenport
Cheadle Hulme
Woodhouse
Park
ROMILEY
town centre
Metrolink to Airport
CHEADLE
HULME
Compstall
Bredbury
Charlestown
D ERBYS H IR E
25
26
Stockport Interchange
and town centre access
CHEADLE
4
5
3
0
M6
27
STOCKPORT
1
2
Gatley
6
Ashley
4
1
3
Timperley
8
High Legh
BRUNSWICK
HULME
East Didsbury
Northenden
7
20/9
ST. GEORGE'S
M60
GLOSSOP
Charlesworth
Woodley
Metrolink to East Didsbury
Baguley
HALE
Piccadilly
Deansgate Manchester
Oxford Road
5
Hadfield
Gee Cross
Burnage
Heaton
Moor
Brooklands
Bowdon
LYMM
20
Exchange Quay
D
Woodhouses
Mossbrow
New
Islington
Anchorage
Cornbrook
R
Market Street
Salford Central
ORDSALL
O
Tintwistle
Mottram in
Longdendale
HYDE
Haughton
Green
REDDISH
Withington
Didsbury
E
Broadbottom
Warburton
Holt
Town
MANCHESTER
R
Partington
D
P+R
SALE
M6
PENDLETON
DENTON
6
M62
I
Longdendale Integrated
Transport Strategy
M67
24
Fallowfield
Sale Water Park
P+R
Carrington
Cadishead
MILES
PLATTING
UNIVERSITY OF
SALFORD
7
Dane Road
S
Hollingworth
1
Levenshulme
ChorltoncumHardy
E
P+R
Rusholme
Moss
Side
STRETFORD
P+R
Glazebrook
STRANGEWAYS
M62
8
9
LOWER
BROUGHTON
7
Flixton
P+R
Hulme
Whalley
Range
Flixton
Irlam
Regional Centre
CHARLESTOWN
9
M A N C H E S T E R
Old
Trafford
Trafford
Park
M
DUKINFIELD
Guide
Bridge
Gorton
URMSTON
22
CHEETHAM
HILL
60
Metrolink to Trafford Park
Culcheth
M6
M
T A
23
M
city centre
M5
6
ST HELENS
10
Fowley
Common
STALYBRIDGE
P+R
DROYLSDEN
Haydock
MER S EYS I DE
Metrolink to Ashton
Ashton Moss
city centre
SALFORD
MediaCityUK
GOLBORNE
23
ASHTONUNDER-LYNE
P+R
MANCHESTER
Pendleton
M60
1/12
M
SCHEME COMPLETE
Ashton West
R D
24
A
Ashton Northern Bypass
FAILSWORTH
Bus Priority Package
13
H
MOSSLEY
Hollinwood
P+R
WORSLEY
Leigh–Salford–
Manchester busway
22
Blackley
Broughton
Park
PENDLEBURY
P+R
D
21
Crumpsall
Bickershaw
L
M60
PRESTWICH
1/15
O
P+R
town centre
P+R
20
P+R
WALKDEN
M6
25
7M
ATHERTON
Platt
Bridge
OLDHAM
CHADDERTON
Oldham Mumps
Prestwich
M61
Dobcross
Derker
19
17
0
M6
2
MIDDLETON
18
WHITEFIELD
KEARSLEY
3
Diggle
Delph
Metrolink to
Oldham town centre
P+R
HINDLEY
2
M6
P+R
ROYTON
A62
26
ORRELL
Shaw and
Crompton
SHAW
P+R
FARNWORTH
20
19
Whitefield
4
Denshaw
3
M6
1
Over
Hulton
WESTHOUGHTON
P+R
HEYWOOD
C S R A W AY
IL
M66
M58
5
INCE-INMAKERFIELD
LAN
Radcliffe
RADCLIFFE
5
Hindley
R
E AST
B
Bolton
Interchange
Lostock
WIGAN
town centre
27M
A6
1
M6
Ainsworth
BOLTON
town centre
Aspull
Wigan Inner
Relief Road
MARSDEN
town centre
Little
Lever
SKELMERSDALE
21
ELR
P+R
Newhey
East Lancs/West Rochdale Area Study
2
6
Dalton
L T O
District boundary
MILNROW
EL
B O
Horwich
Parkway
County boundary
22
Rochdale
HORWICH
Blackrod
M62
Scheme subject to funding
M62
P+R
BURY
Park and Ride site
P+R
Smithy
Bridge
town centre
ANC
T L
Tottington
L
ROCHDALE
R
ADLINGTON
Road scheme
LITTLEBOROUGH
R O
EL
Coppull
Shevington
Extension subject to approval & funding
ELR
Edgworth
1
STANDISH
Extension subject to approval
Wardle
Belmont
27
WES T
YO RK S HI RE
Existing line and stop
Charnock
Richard
Appley
Bridge
East Lancashire Rail line and station
ELR
M66
M6
Railway line and station
Edenfield
Stubbins
LANCASHIRE
M61
Eccleston
Leigh - Salford - Manchester Busway
EAST LA N C S RA
February 2013
AY
Greater Manchester Transport Fund Schemes
Adlington
WHALEY
BRIDGE
CHAPEL-ENLE FRITH
42 TRANSPORT FOR GREATER MANCHESTER
Figure 2: Bus network priorities
TRANSPORT FOR SUSTAINABLE COMMUNITIES: A GUIDE FOR DEVELOPERS 43
44 TRANSPORT FOR GREATER MANCHESTER
TRANSPORT FOR SUSTAINABLE COMMUNITIES: A GUIDE FOR DEVELOPERS 45
Figure 3: Highways Agency Strategic Route Network
Strategic Route Network.
2 Piccadilly Place,
Manchester,
M1 3BG
Drawn By : bhurstm
Scale : NTS
Date : 25/02/2013
Report :
46 TRANSPORT FOR GREATER MANCHESTER
TRANSPORT FOR SUSTAINABLE COMMUNITIES: A GUIDE FOR DEVELOPERS 47
Figure 4: GM Key Route Network
Key Route Network.
2 Piccadilly Place,
Manchester,
M1 3BG
Drawn By : bhurstm
Scale : NTS
Date : 25/02/2013
Report :
www.tfgm.com
Designed and produced by Transport for Greater Manchester
© 12-1386/4060-A4-PDF-0213